Locomotive-engine.



S. K. MQLAIN & F. PIERCE.

LGOMOTIVE ENGINE.

APPLIGATION FILED Dnc. 2. 190s,

91 2,27 2. Patented Feb.9,19o9. 8 SHEETS-SHEET 1.

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S. K. MBLAIN da F. A. PIERCE.

LOOMOTIVE ENGINE.

APPLICATION FILED 1350.2. 1903,

91 2,272. Patented Feb. 9, 1909.

6 SHEETS-SHEET 2.

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S. K. MCLAIN 6L P. A. PIERCE. LOGOMOTIVB ENGINE. APrLmA'rlox FILED DBO. z, laos.

Patented Feb. 9, 1909.

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S. K. MoLAIN 6L F. A. PIERCE. LocoMoTIvE ENGINE.

APPLICATION FILED 1330.2, 1903. .91 2,272, Patented Feb. 9, 1909.

8 SHEETS-SHEET 4.

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S. K. MoLAIN 6a F. A. PIERCE.

LOGOMOTIVE ENGINE.

APPLIUATxoN FILED nm. 2. 1903.

912,272. Patented Feb.9,19o9.

B SHEETS-SHEET 5.

S. K. MOLAIN 6L P. A. PIERCE. LOCOMDTIVE ENGINE.

APPLIOATION FILED nmz, 190s.

91 25272. Patented Feb. 9, 1909.

6 SHEETS-SHEET 6.

NITED STATES PATENT OFFICE.

SAMUEL K. MCLAIN AND FRANKLIN A. PIERCE, OF WHEELING, WEST VIRGINIA.

LOCOMOTIVE -E N GINE Specification of Letters Patent.

latented Feb. 9, 1909.

Application filed December 2, 1903. Serial No. 183,469.

To all whom it may concern:

Be it known that we, SAMUEL K. MCLAIN and FRANKLIN A PIERCE, residing at Wheeling, in the county of Ohio and State of West Virginia, have invented a new and Improved Locomotive-Engine, of which the following is a specification.

Our invention relates to that class of steam engines more particularly locomotive en gines, of the balanced type, and in which a high and low pressure cylinder are disposed at each side, and the said invention has special reference to that type of balanced engines in which the high and low pressure cylinders are disposed in vertical alinement with their valve casings in close proximity thereto and the several cylinders and casing mounted upon a single saddle or supporting means.

Primarily our invention seeks to provide an improved construction of engine of the character stated which involves a compact and economical arrangement of parts, in which the valve mechanism is designed for a maximum degree of eiiiciency for governing the feed of the high and low pressure Working fluid and to control and regulate the fluid pressure exhausted from the high pressure cylinder in such a manner as to render the back pressure in the high and low pressure cylinders uniform.

Another and important object of our invention lies in providing an improved engine construction in which the parts can be quickly and conveniently shifted While the engine is in motion and whereby all the cylinders can be adjusted to Work under high pressure.

Another object of our invention is to provide means whereby the engine can be set to choke itself down to a stop in the event that the throttle refuses to close while a heavy train is going down grade.

Again our invention contemplates a peculiar construction of engine of the character generally stated in which the operating mechanism can be quickly and operatively adjusted while the train is in motion to convert the several cylinders into air compressors for charging up the air reservoir of the usual brake and signaling mechanism.

With other objects in view which Will hereinafter be apparent, our invention in its generic nature comprehends a pair of high and low pressure cylinders one set for each side, a pair of valve mechanisms of like con- `struction for each set of cylinders with which they are coperatively joined, a supplemental exhaust valve mechanism common to both sets of cylinder, valve devices and a means under control of the engineer for shifting the several valve mechanisms.

Our invention also embodies an improved construction of two sets of high and low pressure cylinders, a controlling valve for each set of cylinders, a supplemental valve mechanism coupled with the other valve mechanism, a single shifting means operable from the engine cab for setting the main and supplemental valve mechanisms, and a peculiar arrangement of coupling device for joining the several cylinders with the air reservoir, adapted under a proper manipulation, to instantly convert the several cylinders into air compressors, the said coupling devices including operating valves for controlling the fluid feed to the cylinders and into the air ofltake from the said cylinders to the air storage receiver or reservoir, and in its more subordinate features our invention embodies sundry details of construction and peculiar combination of parts hereinafter fully described, specifical y pointed out in the appended claims, and illustrated in the accompanying drawings, in Which:-

Figure l, 1s an end elevation of a compound locomotive engine constructed in accordance with our invention, Fig. 2, is a horizontal section of the same taken on the line indicated by 2-2 in Fig. 1, the parts being adjusted for compound pressure action, Fig. 3, is a diagrammatic sectional view illustrating the general cooperative connection of the several high and low pressure cylinders, the valve mechanism therefor and the supplemental exhausting valve, the parts being adjusted for high pressure action in all the cylinders, Fig. 4, is a diagrammatic horizontal section of our engine the supplemental exhaust valve bein shown adjusted to convert the steam cylin ers into air compressors, the said valve being set to lead the air from the cylinders into the air off-take to the air reservoir, Fig. 5, is a vertical section taken substantiall on the line 5-5 of Fig. 2, Fig. 6, is a etail vertical section hereinafter referred to and taken substantially on the line 6 6 of Fig. 2, Fig. 7, is a detail perspective view of the shifting lever mechanism operable from the engine cab, Figs. 8 and 9, are detail views of the relief valves R and R hereinafter referred to, Fig.

10 is a diagrammatic sectional view illustrating the general cooperative connection of the several parts of our invention, the parts being adjusted for compound action.

In the practical application of our invention we provide a pair of high pressure cylinders, ll-MH each of which is cast integral or otherwise firmly joined with a low pressure cylinder L, and joined with a coperating valve casing, the two casings which are designated 1c and 2C in the drawing, being disposed as closely to their respective high pressure cylinders as is practical, and preferably in the horizontal plane of the high pressure cylinder as shown in the drawing in which all of the cylinders and the valve casings, including a supplemental valve casing hereinafter referred to are suspended on the usual ordinary type of saddle S as shown.

While we prefer to arrange the high and loiv pressure cylinders and their respective valve casings in the manner stated and shown, said manner being the conventional way of mounting such parts, we desire it understood that our invention is not restricted to such special correlativo position of the cylinder and the valve casings, as the said positions may be varied and the hi h and low pressure cylinders project side y sid-e in horizontal plane, or in tandem if de sired, so long as the special connection with their inlet and outlet ports with the several valves that coperate therewith in the manner hereinafter described, are maintained.

The valve casing 1C at one side, at a oint midway thereof, has a live steam inet 1 which feeds against the high pressure side of the valve 10 reciprocal within the casing 1C, and the said casing in the same side also has ports 2 and 3 that connect through the leads 2a and 3 with the opposite ends of the high pressure cylinder H that is controlled by the valve 10 and furthermore it has in the said side, exhaust ports 4 and 5 that connect 4through the leads 4** Vand 5, with the exhaust receiving chamber C which is common to both sets of cylinders and valve mechanisms, and the high pressure side of the valve casing, 2, has similar ports 1X, 2x, 3", 4X and 5X that coact with the high pressure side of the valve 2() which is operatable within the casing 2C. Upon the other side the valve casing 1 has ports 16 and 17 that communicate through the leads 16" and 17a with the opposite ends of the low pressure cylinder L that cooperates with the valve 10 and at such side the said casing 1c is also provided with a port 19 which is diametrically opposite the main inlet 1 and said valve casing also has exhaust ports 15 and 18 that connect by a single lead 5x with an inlet 13 in one side of a casing 30 in which operates a supplemental or extra exhausting valve 3. The port 19 joins with a port 8 in the valve casing 30 and through the lateral port 12a with the port 12 in the said side of the casing 30, the reason for which will presently appear.

The lvalve casing 2 is similarly provided with ports designated 1G" and 17", that join with the low pressure cylinder L controlled by valve Q0 and also has ports 15X and 18x that join through the common lead 18C with the port 13X of the separate or supplemental. exhausting valve 3 at a point diametrically opposite the port 13 in `communication with the valve casing 1. The valve casing 2" is also provided with a port 19x which .is disposed diametrically opposite the feed port 1X in the said casing and which, through the lead 19z connects with the port 8x in the valve casing 30 disposed diametrically opposite the port 8 that connects with the port 19 in the valve casing 1,C and the two ports 8 and 8c are in annular alinelnent with another port 14 in the casing 30 which communicates through the lead 111i with the boiler.

The lead from the port 19 in the valve casing 1a to the valve casin 3() is provided with relief valves R and R, as shown, and the lead 19Z that joins the ports 19l and 8i also has relief valves R and R. The relief valves R and R may be of any well known type and one of said valves R (see Fig. 8) is normally held closed by spring pressure and opens inwardly by a vacuum in the cylinder with which it joins, while the other valve R (see Fig. 9), is normally heid open by sprin pressure, the valve `opening inwardly, and arranged to close by steam or air pressure from the cylinder to which it joins. The valves R and R are arranged in pairs as. shown in Fig. 7 land controlled by the three way valves U hereinafter again referred to so that when the lever 50 is manipulated either valve R or R can be brought into operative connection or both valves may be set to remain operative in a manner presently again fully explained. Relief valves are also provided in the leads 23 and 24, which leads are also cooperatively connected with the shifting mechanism shown in Fig. 7 to be operated in unison with the first mentioned sets of valves R and R.

The valve 1"() in the high pressure side has longitudinal pockets or grooves a., t), c `one of which a coaets with the ports 5 and 3 in the casing 1, the one b coacts with the ports, 1, 2 and 3 and the other 0 cooperates with the ports 4 and 2 and the opposite or low pressure side of the said valve 10 has similar pockets or grooves a', b and c which are disposed diametrically opposite the grooves e, b and c and are adapted fto coact, the groove a', with the ports 15 and 16 in the casing 1C, the pocket or groove b which the ports 16, 19 and 17 and the pocket c with the ports 17 and 18 in a manner and for a purpose 'hereinafter described.

The valve 20 that operates in the casing 2C has a similar arrangement of grooves or pockets a2, Z' and c2 on the high pressure side which eoperate7 the groove o2 with the ports 2X and lx in the casing 2p. the pocket b2 with the ports 1X, 3X, and 2X and the pocket if with the ports 3`i and 5X and on the lou7 pressure side it has pockets or grooves c3, b3 and e3 that coact, the pocket a3 with the ports 1Fx and 18X, the pocket b3 with the ports 19x 15X and 16X and the pocket 03 with the ports 15X and 16X.

The supplemental eXhaust valve l0 has a. series of transverse ports 3l, 32, and 34, one of Which, 32, under a proper shifting of the said valve 30 communicates with and connects the two ports S and SX in the valve easing 3 and opens up communication between the two valves 10 and 20.

The port 31 under a proper shifting of the valve 3 opens communication through the ports 6 and 20x in the valve casing El() between the stack T and receiving chamber C.

The cross port 33 is of sulitieient Width to i connect under one adpistment Wlth an ex t it is adapted to connect the said port 13 dit reet with the stack T through an outlet l0X in the valve easing and the lead 1t)a that: joins with the stack as best shown in Fig. G.

In operation7 when Working under high pressure steam our engine mechanism operates as followsz-Assuming the correlation ofthe valves 1() and 20, the supplemental exhaust valve 3 and the pistons in the high pressure cylinders being in the position shown in Fig. 3 and the direction of movement of the two pistons P and P being indicated by the arrows. lhen thus arranged the valve takes live steam from the boiler which enters the high pressure side oit' the valve 2() through the port 1X from vvhence it enters the groove b2 in the valve Q() and passes out through the port 3X into the high iu'essure cylinder H in front of the piston l. At the same time the high pressure cylinder H referred to is exhausting at the rear end through the port 2x the valve poelretc-2 out through the port 4X to the receiver (l and from thence through the ports 6 and 9.0K in the casing and the cross port 31 in the valve 3 t0 the stack. The valve 10 likewise receives high pressure steam through the inlet l which passes through the valve groove out through the port 2 and to the rear ot the piston P in the high pressure C vlinder ll that is joined with and controlled by the said valve 10 and the said cylinder H exhausts through the port the valve groove a in the valve 10 out through the port- 5 into the receiver C and from thenee to the stack. l'ligh pressure steam is also admitted from the boiler into the port 14 of the exhaust valve easing 30 and from thence through the ports 8 and 8X and the lead 1W to the port 19 in the valve casing 1c and to the port 19X in the valve easing 2 against the low pressure side of the valves 10 and 20 and from thence through the grooves 5' and Z13 out through the ports 16--16x to the low pressure cylinders, which cylinders exhaust through the ports 1G and 15 in the valve 10 and 17X aud l?? in the valve 2t) into the lead that connerts with the ports 13 and 13X in the valve easing l0 and through the eross port 33 in the said valve out through the outlet port t) to the stack.

lllhen working our iuiiu'oved engine mechanism under the high pressure in the four cylinders the lever (see Fig. is set to the notch m, both relief valves R and R beingl cut in. the valve 10 takes steam through the port l from the boiler and admits` said tiuil pressure through port Q to the high pre1. ire cylinder connected therewith and which is then exhausting at the other end through the ports S and 5 to the rereiver (l. The ports 1l and l2 in the supplemental exhaust valve at this time will Close b v proper .shitting of the valve 3 (see Fig. B) and the ports G and 20 are open bv reason of the cross port. 31 in the valve Il being in register therewith. The high pressure evhuust gona; through the ports 'from the l'et'eiver (l toY the ports (i and 20X to the stat-lc, and during this latter arrangement of the meehauisui. the high pressure steam feed trom the boiler also goes through the ports l l and 1'.) to the low pressure side of the valves l() and 2t) while at the same time exhausting out olI ports 1G and 15, 17x and 18": baek to ports 13 and t) and from thence joins with the high pressure exhaust to the stack.

Then the engine is Working compound the lever 5() is set to the notch m52. the relief vulve lt being brought into operative position and the steam is admitted throi'tgh the port l from the boiler to the high pressure side of valve 10 and transmitted from there through the port Q to the high pressure ovlinder and at the same time the exhaust pa.\-ise:-: from the other end of the cylinder through the ports .3 and 5 that lead to the reeeiver U and through the leads from the said receiver (l back through the separate exhaust port ll and out through port l2 to the low prefure side of valve 10 through the port lil. and thru to the loiv pressure vlinder through the port 17 which cylinder exhausts :it the saine time at the other end through the ports 1G and 15 to the port l?, in the separate exhaust and through the port l() to the .stark tree diagrammatic illustra ion. Fig. l0). l, Then the engine is needed tor rouiprewing air for brake servit-es the lever 50 is set to the notch mi. the relief valve R being brought into operative ronuertiou and the supplemental valve 3 is shifted to the limit of ita` haci; niotiou to Close the exhaust port` 20" and to roiiueet the portV with the port T (See Fig'. il that leails to the air reriei'voir.

The reliet valvee` lil anil Il. in the lea l11Y 2B. '24. anti lil then onine into pla)r aiul air in tali' n in through ihrV h 'i pressure t', vlintler at one siile :intl it ia exnaur'teil in the aine inanner an when .vorlilngj antler high prefA L u1'e ntani. until it ron1e-4 to the exhau'it port *itl* :unl hv reaeou ot the latter hrung' .tt this tine i-loaeil unil a porta ti ani! 't' are couplrtl together the air i .ve i'roin the port il through the porliet titl in the valve L3 out through the port T to tlff .or i'esi-rvoir. nv

rniitahle means may he utilized tor Hhit'tinjx the exhaust valvil l'anel the valve llt). oper ateil troni the engine e: i. tan example. Huh as is illustrated in lug'. i' hiv retort-nei to eonneeteil 4with the roll X that yioiu` with the exhaust valve il". The Saul roil has stop collarv Nvu l'or cooperating with the nhit'ting arln (l that Controls` the ei'anlt lever Q ronnert'etl with the three-wav valira tha. govern the action oi" the relieie valves R` and R.

Front the foregoing tlearription taken in eonneetion with the areouipanl\'ino ih'aivings. it ie helievetl that thi` inanimin wlueh our iinproveii engine operate unil it von strurtion will he reaililv apparent to thoa Skilled in the art to nhirh it aiiipei'taina,

Among the advantages ot' our invention il should he stateil that the engineer can make :in v ot' thi` rhang'es, quickly and etleetivelv. while the engine i, in motion. Shoulil the engine he pulling'` a lit-avv train up a 'raile and the strain i# too much h v moving the aetuating' lever to the seionil notrh `in will Shift the valve@ to Work all evliiulers` uniler high pressure. :intl shoulil anythingy happen to the iuiual autoiuatii' pump 1ivhile going' (loivn gratie. hiv throwing' the lever to the noti-h m2 the Feveral f-"ilintlere antll the valve ineehaiisni will then he n'orliet'l high primaA sure to rauw 'the t'jrllnilera hiiiteil lm voiul to actual@ :la :air reiin'fre'leorfi. lt iS unifier- Ftood that in the lint` to the :iii' .firma euitahle pviwsuvo regulating' valvel are iui'iviileil.

Bv pi'oviilinfl' the relief valves I?. in the leails lil i; i -wliiifwa that when running* flown grail@ unil no air storage in neeiloil. hy properlyY Setting' the valves: l( to remain open. no varuuni will ,he foriuecl in the o vliiuler il as its pieton reriproeatee, and under Such adu ltnient` ot' the valves the cylinders H do not pei-ate an air pumps.

Another important advantage of out` invention is that Should a heavy train he going iioivn gratie auil the throttle. t'or any reaeon. refuse to close. hy simplyv throwing the lever Si() to the central uoteh. the parte will be so that the c vlintlere` will work under a high girezisure. When the parts are thus adjusted, hv than moving 'the lever 5() troni the Central noti-h so as, to gradually cause the valve Il to eloae ott1 the ports and 20, to the stack. the premiare in the air reservoir will soon exered that' of the Steam at the throttle Valve. anil therehv eholie ott or prevent the steam 'i'roul tar-.nun into the engine through the throttle valve. \nfl as there are no open e'ihai' 1 to the stark 'I` at thin time. the engine will he brought to a stop hv the power stored up. (lue to itsv own nlolnentuin in going tloivn grade.

iv'hile the arrangement' ot parts as Shown in the tlrawinf; illuetrates a preferred oon- .-'truetion ot our invention, lvet We fleaire it` lintll'lwtootl that the tletaila of i'fonstruotion niav he reatlilv variecl. inotlifietl or amplified without tloiliarting from the spirit otl the invention or the scope ot the appended claims.

llavingz thus deeerihed our invention what v-:e elaini anti desire to Secure b v Lettere Patent., is

l. its an iniprovenient` in engines. the coinllination with a pair of cylinders, a (lisirihuting' valve tor each Cylinder, and an exhaustY leatl that is ('ouunon to both Clistriliuting' valves.. ot an auxiliaryY valve having' an exhauiit' port that eoniinunieateA with the itaeli anil is adapted untler one adjuetnient to connect the exhaust lead from the t ivo evl'uulei'ey ivith the Stack. an air reservoir having' a leatl that connects with the Supplemental exhanat valve. the Saiil exhaus't ialve having' a port atlaptetl unfler a` predeteriniuetl atljiiatinent to connect the cylinder exhaust with the reservoir. and relief valves El (nnneiteil with the feed leatl to the tli-trihutingv valves t'or charging the e'vlinsieri; with air when the exhaust through the Supplemental valve to the Staeli is eut ott' :intl the exhaust troni the saitl valve to the air rimervoir open. for the purposes Specilieil.

lu a locomotive engine. the Combination with high anfl lonv pressure cylinders. ot' a` oistrihuting valve therefor on one gifle ofthe locomotive. and eorreaponcling parts on the opposite eifle ot' the locomotive. of a receiver aimee eoiuuion lo hoth Seto ot cylinders and their (lietrihutinfr valvea. and an air reservoir. ot an auxiliarv exhausting' valve that roiunlnuirateauil cooperates4 with the` tivo distributing valves at the oppoeite Sides, and livith the eeeiver space. Saitl Sumileineutal exhausting' valve including.v a port; adapted to be l'n'ought into communication with the air reservoir, means operable from the engine cab for shifting said auxiliary valve 'with relation to the distributing valves, said valves having provisions in virtue ot which the several cylinders may be operated under compound action or under high pressure in all the cylinders, or as air compressors, as set forth.

3. The combination with a pair ot cylinders and a separate distributing valve cooperatively joined with each cylinder; of an exhaust receiver in communication with the distributing valves, and an auxiliary valve mechanism having inlet and exhaust ports that communicate with the receiver and adapted under one adjustment; to control the feeds in the exhausts to feed a steam pressure into the cylinders and under another adjustment to convert the two cylinders into air compressors, and means for shitting the said auxiliary valve. i

it. The combination with high and loiv pressure cylinders, a distributing valve cooperatively joined With each set of high and louv presi-iure cylinders, a receiver in communication with the distributing valves` and an air reservoir. of an auxiliary valvimechanism having inlet and outlet ports that communicate with said distributing valves and ports that connnunieate with said receiver and said air reservoir, and hav- 1 ing provisions in virtue of which when the auxiliary7 valve is under one adjustment it controls the feeds and exhausts to etiect a compound action of the two sels ot e liuders, under another adjustment to ivoili all the cylinders under high pressure, and under a third adjustment to convert the several cylinders into air compn'essors` and means for shifting the auxiliary 'alie 5. ln a locomotive engine; the combination with an air reservoir, a pair ol' pre` `:ure cylinders. a separate distributing' valve lor each ot the pressure cylinders, an exhaust receiver' common to both cylinders and their cooperating distrilniting valves;` oi' a suppleVv mental exhausting 'valve in communication With the stack and with the exhaust receiver, the said supplemental valve im'luding a snppleniental exhaust port adapted when tl i valve is adjusted to cut olf the stat-lt exhau from the receiver to connect the said receiver when the valve is adjusted to cut off the stack exhaust to exhaust to the air reservoir, as set l'orth.

T. The combination With the two sets of high and low pressure Cylinders and their controlling valves, the latter having their ports so arranged that under one adjustment ot' the said valves they effect a high pressure action in all the cylinders and under :mother adjustment ot' the valves to work the said cylinders compound, and a receiver connnon to both sets of cylinders and their distributing valves having connection with the stack; of a supplemental exhausting valve located in the said stack connection and having ports and feeds that connect with the high pressure cylinder distributing valves, and provided with a supplemental port adapted to connect with the aid reservoir for the brake and signal mechanism, automatically actuated relief valves, and means operable from the engine cab for si nlultaneously shifting the relief valves and the supplemental exhaust valves, as set forth.

8. The combination with the high and low pressure cylinders, a distributing valve therefor at one side of the locomotive, corresponding parts on the other Side of the locomotive, a receiver common to both sets of cylinders and valves, and an air reservoir, of a supplemental valve mechanism having provisions in virtue of which when the supplemental valve is under one adjustment, the tind vvill be conducted from the receiver against the low pressure side of the distributing valve, and under another adjustment, the pressure ot' the receiver will be conducted to the air reservoir, said supplemental valve having ports adapted to communicate with ports in the distributing valves, relief valves connected with the live steam feeds to the distributing valves, and other relief valves in the leads that join the supplemental valve with the distributing valves, as set forth.

U. The con'ibination With two sets of high and low pressure cylinders and their pistons, ot a distributing Yvalve for each pair of cylinders, an exhaust receiver between the 'distributing valves and in communication therewith, an air reservoir, said distributing valves having similar arrangement of ports at diametrieally opposite sides, and connections between said distributing valves and their respective cylinders at their respective sides, a supplemental exhaust valve in communication with each distributing valve and with the receiver and with the air reservoir, and in communication With the stack, said supplemental valve also having a live steam inlet and having provisions in virtue of which under one adjustment of the supplemental valve, the pressure is led from the receiver to the low pressure side of the disl tributing valves, under another adjustment of the supplemental valve, the live steam is fed through the supplemental valve into the low pressure side of the distributing valves, and under a third adjustment to cut oll' the stack and lead the tluid pressure i'rom the receiver into the air reservoir, and means for shifting the supplemental valve, as set forth.

10. rl`he combination with the high and low pressure cylinders, and a distributing valve therefor at one side of the locomotive, corresponding parts on the other side ot' the locomotive, the said distributing valve having a like ar angement oi' high and lovv pressure ports at diametrically opposite sides thereof, the shittable member of said distributing valve having grooves for connecting adjacent ports of the valve, and a receiver into which the said distributing valves discharge; of a supplemental exhausting valve in communication with the receiver, the stack, and with the distributing valves at the opposite sides of the locomotive, the said supplemental valve having its ports, Which include a live steam inlet, arranged, when under one adjustment to admit live steam through the said supplemental valve to the low pressure side of the two distributing valves, and undc another adjustment to feed the iuid pressure from the receiver against the low pressure side of the valves, as set forth.

1l. The combination with the high and low pressure cylinders, and a distributing valve therefor mounted on one side oi' the locomotive, and similar cylinders and a valve therefor on the opposite side ol the locomotive, a relief valve in each feed pipe tor the distributing valve, a receiver space common to both of the aforesaid distributing valves` and air reservoir, of a supplemental exhausting valve for comiecting said reservoir with the receiver, the said supplemental 'alve having passages through which the receiver exhausts to the stack, and passages for connecting the receiver with the reservoir` and another passa e for connecting the low pressure side ot tie distributing valve, a reliet' valve in each lead from the supplemental valve to the distributing valve, and means for shiftingthe said supplemental valve trom the engine cab While the train is in motion, as set forth.

1Q. The combination with two sets et high and low pressure cylinders, a distributing valve coperatively joined with each ot high and low pressure cylinders, of a receiver in communication with the distributing valves and an air reservoir, an auxiliary exhaust valve mechanism also in communication with said receiver and said reservoir, said auxiliary valve mechanism having inlet and exhaust ports that communicate with the several high and low presure cylinders, and having ports that communicate with the distributing valves, said auxiliary valve mechanism being arranged under one adjustment to permit compound action ot the engine, under another adjustment: to permit all cylinders ot' the engine to work under high pressure and under a third adjustment to convert the several cylinders into air compressors, and means tor shitting said auxiliary valve.

lll. The combination with tivo pairs ot' cylinders, a distributing valve for each pair oi cylinders. each distributing valve being coiipcrativcly joined with each cylinder ot its respective pair. an exhaust receiver in cominuuic-ation with each ot said distributing valves and an air reservoir, an auxiliary valve mechanism in conunnnicztion with cach ot said distributing valves and with said receiver and said air reservoir. said auxiliary 'ulve und said distributing valves` having provisions in virtue oi." which under one adjustment ot the auxiliary valve said cylinders` will run coinpound, under another adjustment of said auxiliary valve said cylinders` will operate as-an air compressor and undc' a third adjustment all ot said cylinders will worlt under high pressure, and means l'or shitting :said auxiliary valve.

l-i. YIn a locomotive engine, the combination with a pair of cylinders, and a separate distributing vahe cooperatively joined with each cylinder. of an exhaust receiver in communication with the distributing valves, and an air reservoir, otl an auxiliary valve mechanism having inlet and exhaust ports that eonnnunirate with the receiver and with the distributing valve` and having a port that communicates with thc air reservoir` said valve having provisions in virtue ot which when under one adjustment, the feeds and the exhausts are controlled to feed a working agent pressure into the cylinders and unde' another adjustment to convert both cylinders into air comj'n'essl'ns, and means for shitting the auxiliary valves.

15. The combination with two sets ot high and low pressure cylinders and their controlling valvcs, and a receiver common to both the distributing valves and having connection with the stack, and an air reservoir. olt a supplemental exhaust valve located in the said stack connection, and having ports and feeds that connect with the high pressure cylinder distributing valves, and pro- \ided with a supplemental port adapted to connect with the air reservoir for the brake and signal mechanism, said supplemental valve having provisions in virtue of which when under one adjustment` a high pressure action is eti'ected in all the cylinders and under another adjustment ot the valves the cylinders are worked compound automatically actuated relief valves in the several feeds ot the distributing valves, and means operable from the engine cab for simulism having provisions in virtue of which when under one adjustment the Working agent is fed to the cylinders to operate the i engine compounc., under another adjustment t0 feed the Working agent to the cylinders to operate the engine under high pressure and under a third adjustment to convert the several cylinders into air compressors, and means for shifting said auxiliary Valve.

1T. The combination with two pairs of cylinders, a distributing valve for each pair of cylinders.y each distributing valve being coperatively joined with each cylinder of its respective pair, an exhaust receiver in communication With each distributing valve and an air reservoir, an auxiliary valve uiechnnf-:m in communication with each distributing valve and with said receiver and 4said a'u reservoir1 said auxiliary valve and distributing valves having provisions in virtue of which when the auxiliary valve is under one adjustment the Working agent is ied into the cylinders to operate the same compound, and when the auxiliaryY valve is under another adjustment to convert the cylinders into air compressors, and when the auxiliary valve is under a third adjustnient to feed the Working agent to the cylinders to operate them under high pressuref and means for shifting said auxiliary valve.

SAM. K. MGLAIN. FRANKLIN A. PIERCE.

lltnesses W'. lV. ROGERS, H. B. SEYBOLD. 

